US20070095309A1 - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
- Publication number
- US20070095309A1 US20070095309A1 US11/260,372 US26037205A US2007095309A1 US 20070095309 A1 US20070095309 A1 US 20070095309A1 US 26037205 A US26037205 A US 26037205A US 2007095309 A1 US2007095309 A1 US 2007095309A1
- Authority
- US
- United States
- Prior art keywords
- piston
- engine
- pistons
- combustion
- combustion chamber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
- F02B75/282—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders the pistons having equal strokes
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
- F01B3/0079—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having pistons with rotary and reciprocating motion, i.e. spinning pistons
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
- F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
- F01B7/14—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on different main shafts
Abstract
The invention concerns an internal-combustion engine, the engine comprising a first combustion chamber, a first piston displaceably guided in the first combustion chamber, the first piston facing the first combustion chamber with a first piston surface in a first direction, a second combustion chamber, a second piston displaceably guided in the second combustion chamber, the second piston facing the second combustion chamber with a second piston surface in a second direction, the first direction and the second direction being opposed to each other, the first piston and the second piston being coupled to each other so that they move simultaneously.
Description
- The invention concerns an internal-combustion engine with a first combustion chamber, a first piston displaceably guided in said first combustion chamber, this first piston facing said first combustion chamber with a first piston surface in a first direction, a second combustion chamber, a second piston displaceably guided in said combustion chamber, this second piston facing said second combustion chamber with a second piston surface in a second direction, said first direction and said second direction being opposed to each other.
- Engines of this type are known as engines of the “boxer type”. They can be used as stationary drives as well as for vehicles.
- Despite substantial progress having been achieved in making internal-combustion engines more efficient, there is still a great need for further improvement of the efficiency of such engines, may it be two-cycle or four-cycle, otto- or diesel-engines.
- It is the underlying purpose of the invention to provide a combustion engine having higher efficiency.
- This object is achieved in accordance with the invention with a combustion engine of the above-mentioned type, wherein said first piston and said second piston are coupled to each other so that they move simultaneously.
- In contrast to a combustion engine of the “boxer type”, the pistons of the inventive combustion engine do not travel independently of each other. Thereby, the upstroke of the first piston corresponds to the downstroke of the second piston and vice versa. Applying the two cycle principle to the inventive engine, one obtains an engine, that will be very efficient, since every stroke of the two pistons coupled to each other will involve one power stroke. The power strokes are alternately allocated to one of the two combustion chambers.
- It is understood, that the principle underlying the invention can also be applied to engines using the four-cycle principle. This will also lead to an engine with higher efficiency, since the two pistons do not have to be guided separately as known from common engines.
- It is also understood, that the principle underlying the invention can be applied to engines having more than two combustion chambers.
- In one embodiment, the directions, in which the piston surfaces face are directed away from each other. This means, that the pistons are disposed between the combustion chambers.
- In another embodiment, the mentioned directions are directed towards each other. This means that the two combustion chambers are disposed between the two pistons.
- In a particularly preferred embodiment, the two pistons travel along a common axis. This will further increase the efficiency of the engine, since the shear forces, that act perpendicular to the axis, along which the pistons travel, can be eliminated.
- Each piston can drive separate crankshafts, which can be arranged such that the pistons are disposed between the crankshafts. This arrangement leads to a comparatively flat engine, wherein the energy of the power strokes can be transmitted to the crankshafts in an efficient manner.
- A particularly preferred embodiment of the invention comprises pistons which are rotatably disposed within the combustion chambers. This further minimizes shear forces and friction between the pistons and the walls of the combustion chambers.
- In a particularly preferred embodiment, the engine comprises drive means to rotate said pistons. This means, that the pistons are not only rotatably disposed within the combustion chambers, but that they are actively driven to rotate within the combustion chambers. Rotating the pistons will minimise friction between the pistons and the walls of the combustion chambers. The rotation can be continuous, so that the pistons rotate independently of their position along their axis of travel. However, the pistons may be driven in a way that they do not rotate along its entire stroke length.
- It is understood, that the mentioned drive means can be provided by a separate drive. However, it is preferred, that the drive means comprise gear means that are coupled with at least one of the crankshafts. This eliminates the need for a separate drive and has the advantage, that the rotation speed of the pistons is coupled to the rotation speed of the crankshafts. By choosing an appropriate gear ratio, the rotation speed of the pistons can be adjusted.
- In a preferred embodiment the gear means comprise a gear wheel that drives at least one of the pistons. In some embodiments it will be appreciated that the two pistons are driven to avoid torque loads. It is preferred, that said gear wheel interacts with at least one of the pistons which comprises a surface comprising teeth extending parallel to the axis along which the piston travels, wherein the teeth have a length that is at least as great as the stroke length of the piston. This gear arrangement allows for rotating the piston along its entire stroke length, which has the above-mentioned advantages for minimizing friction.
- To further increase the efficiency of the inventive engine, it is proposed, that the piston surfaces facing the combustion chambers have inclined sections to create a vortex flow within the combustion chambers when rotating the pistons. This vortex flow has several advantages. On the one hand the gas contained in the combustion chambers can be put into a whirling movement so that the gases in the combustion chambers are mixed homogenously, thus achieving uniform combustion and cleaner exhaust gas. The vortex flow is also very beneficial for exchanging the gas mixture in the combustion chambers. The vortex flow can be used to suck fresh air into the combustion chamber as well as to push exhaust gas out of the combustion chamber. This is particularly helpful for engines using the two-cycle principle.
- In one embodiment of the invention the combustion chambers can be constituted by a single cylinder. This means that the walls of the two combustion chambers are in flush configuration with each other, so that the two combustion chambers can be manufactured very easily without misalignment of the two combustion chambers. In this case it is proposed to integrate the two pistons into one unit, so that they are built integrally with each other. This unit does not necessarily need to be one-pieced; it can comprise more pieces that are assembled with each other.
- In another embodiment the combustion chambers are constituted by separate cylinders. For coupling the two pistons it is proposed to connect these pistons by means of a connecting shaft. This connecting shaft allows for the arrangement of the above-mentioned surface comprising teeth to be driven by a gear wheel to rotate the two pistons.
- The pistons can each comprise a piston extension, wherein the piston extensions each extend through one of the combustion chambers, wherein the piston extensions are each coupled with a connection rod and wherein each connection rod is coupled with one of the crankshafts. This arrangement allows for a reliable transmission of forces induced by the power strokes onto the crankshafts. When in this configuration the piston extensions and the connection rods are coupled to each other by means of a ball and socket bearing, the pistons can be rotated as described above.
- The surface comprising teeth which are driven by a gear wheel can also be disposed on at least one of the piston extensions.
- Further advantages, features and details of the invention can be extracted from the dependent claims and the following description which describes in detail a particularly preferred embodiment with reference to the drawing. The features shown in the drawing and mentioned in the claims and in the description may be essential to the invention either individually or in arbitrary combination.
-
FIG. 1 shows a section through a preferred embodiment of the inventive combustion engine; -
FIG. 2 shows an enlarged view of the region 11 in accordance withFIG. 1 ; -
FIG. 3 shows a schematic view of gear elements of the engine; -
FIG. 4 shows a top view of a piston surface in accordance withFIG. 1 ; -
FIG. 5 shows an enlarged view of the region V in accordance withFIG. 1 ; -
FIG. 6 shows an alternative embodiment of pistons being built integrally with each other; and -
FIG. 7 shows a section through a second embodiment of the inventive combustion engine. -
FIG. 1 shows a side section of an engine which is designated withreference numeral 2. Theengine 2 comprises ahousing 4 with twoopposite crankhouses - Between the
crankshafts combustion chambers first piston 18 is allocated to thefirst combustion chamber 14. Asecond piston 20 is allocated to thesecond combustion chamber 16. Thepistons combustion chambers crankshafts - The
piston 18 comprises apiston surface 22 which faces thefirst combustion chamber 14. Thesecond piston 20 has asecond piston surface 24 which faces thesecond combustion chamber 16. The twopiston surfaces - The
pistons single cylinder 26. Thepistons piston ring 28, which seals thepistons cylinder 26. Thepiston ring 28 may be of elastic or non-elastic material. If thepiston ring 28 is made of non-elastic material (e.g. ceramics), thepistons line 30. - The
pistons common axis 32. InFIG. 1 , thepistons piston 18 and the wall of thehousing 4 opposing thepiston surface 22 have a spherical shape. This is because of thepiston surface 22 having a spherical shape and the opposing surface of thehousing 4 also having aspherical shape 34. Thecombustion chamber 16 is symmetrical to thecombustion chamber 14, thus also having aspherical wall 36 opposing thespherical piston surface 24. - The
piston 18 comprises apiston extension 38, which is integrally built withpiston 18 or connected topiston 18. Thepiston extension 38 extends through thecombustion chamber 14. Thepiston 20 comprises apiston extension 40, extending throughcombustion chamber 16. Bothpiston extensions crankcases bearing piston extensions pistons sockets sockets corresponding balls connection rods connection rod crankshafts pistons connection rods crankshafts crankshafts same rotation directions - The
combustion chambers fuel injection units 62 and 64 (multi port in one chamber). Thesefuel injection units 62 are disposed within thespherical walls spark plugs - The
engine 2, that is theircombustion chambers intake 74, which separates into two branches. In each branch a one-way valve 76 is arranged, so that air from theintake 74 into thecombustion chambers intake 74 anexhaust 78 is provided. - The transport of air into the
combustion chambers engine 2. The intake system also comprises a throttle body to regulate the air pressure and volume, an air pressure sending unit and a mass-air-flow sensor. - The intake of air is also facilitated by the particular shape of the piston surfaces 22 and 24 which will be further described in accordance with
FIG. 4 . - The
pistons cylinder 26. Thepiston extensions pistons piston extensions FIG. 1 . Thepiston extensions surface 80 having teeth. Thisridged surface 80 is meshing with agear wheel 82, which at one end comprises anangle portion 34. Thisangle portion 34 is meshing with agear wheel 86. -
FIG. 3 shows, how thegear wheel 86 is driven. The twocrankshafts gears 86. Eachgear 86 drives agear wheel 82, which in turn drives one of thepiston extensions surface 80 are at least as long as the stroke length of eachpiston pistons -
FIG. 3 also shows, that the transfer gears 88 are coupled with acommon fly wheel 90. This fly wheel helps to eliminate unwanted vibrations of theengine 2. -
FIG. 4 shows that the piston surfaces 22 and 24, which on a macro scale have a spherical shape, are provided withinclined sections inclined sections combustion chambers pistons intake 74 and to push exhaust gas out throughexhaust 78. -
FIG. 5 shows an enlarged view of the region V, indicated inFIG. 1 . Thepiston extension 40 carries at its free end the saidsocket 46. Thissocket 46 is constituted by anupper part 96 and abottom part 98. The twoparts screws 100. Theupper part 96 can be detached from thebottom part 98 to place the saidball 50 of theconnection rod 56 within the socket part belonging to thebottom part 98. Fixing theupper part 96 to thebottom part 98 will attach theball 50 securely within thesocket 46. - The
connection rod 56 has central lubrication oroil channels 102, through which lubrication fluid or oil can be driven into the ball and socket region, thereby cooling the connection between thepiston extension 40 and theconnection rod 56. This cooling will enable thermal stability of theengine 2, when thepiston extension 40 is driven at high rotational speeds. To further improve cooling, thepiston extension 40 may comprise lubrication oroil channels 104, too. -
FIG. 6 shows an alternative embodiment ofpistons spring 106 is arranged, which allows for thermal expansion, when thepistons piston extensions engine 2 warming up to operating temperature. - In
FIG. 6 pistons piston extensions pistons oil channels 104 are provided, to cool thepistons Arrows 108 indicate how lubrication fluid or oil can flow through onepiston extension 40, through lubrication oroil channels 104 withinpiston 18 to lubrication oroil channels 104 withinpiston 16 to a lubrication oroil channel 104 withinpiston extension 38. -
FIG. 7 shows a second embodiment of the inventive engine. The engine shown inFIG. 7 is designated withreference numeral 200. Parts ofengine 200 that have the same function as parts ofengine 2 according to FIGS. 1 to 6, are designated with the same reference numerals. For all parts, which are not mentioned in the following specification, reference is made to the above specification corresponding to FIGS. 1 to 6. - In the embodiment shown in
FIG. 7 the twopistons shaft 110. This connectingshaft 110 has a surface with teeth parallel to the axis oftravel 32 of thepistons shaft 110 is driven by agear wheel 82 which in turn is driven by anothergear wheel 86.Gear wheel 86 is driven by at least one of thecrankshafts FIG. 2 . - The
pistons combustion chambers FIG. 7 , thepistons shaft 110,air chambers crankcases cylinders 26, in which thepistons - The
air chambers intakes 74, in which oneway valves 76 are arranged. When thepiston 18 travels from its shown bottom dead centre position to its top dead centre position, theair chamber 112 increases in volume and sucks air through theintake 74 into theair chamber 112. Whenpiston 18 travels from its top dead centre position back to the bottom dead centre position as shown inFIG. 7 , the air contained inair chamber 112 is pushed through anair channel 116 into thecombustion chamber 14. The air being forced into thecombustion 14 passes another one-way valve 120. The air providing system ofcombustion chamber 16 functions in the same way. Air sucked into theair chamber 114 can flow through anair channel 118, pass a one-way valve 122 and is forced into thecombustion chamber 16. - It is understood, that the piston surfaces 22 and 24 can have the same shape as shown in
FIG. 4 . This will support the intake of fresh air and will also facilitate pushing the exhaust gas through exhausts 78. - The embodiment shown in
FIG. 7 has the advantage that its overall width as defined between the twocrankshafts
Claims (16)
1. An internal-combustion engine, the engine comprising;
a first combustion chamber;
a first piston displaceably guided in said first combustion chamber, said first piston facing said first combustion chamber with a first piston surface in a first direction;
a second combustion chamber;
a second piston displaceably guided in said second combustion chamber, said second piston facing said second combustion chamber with a second piston surface in a second direction, wherein said first direction and said second direction are opposed to each other, said first piston and said second piston being coupled to each other so that they move simultaneously, wherein said pistons are rotatably disposed within said combustion chambers, and further comprising drive means to rotate said pistons, said drive means having gear means coupled with at least one crank shaft, said gear means comprising a gear wheel driving at least one of said pistons, wherein at least one of said pistons cooperates with a member having teeth, said member extending parallel to axes along which said at least one piston travels, said teeth having a length at least as great as a stroke length of said piston.
2. The engine of claim 1 , wherein said first and second directions are directed away from each other.
3. The engine of claim 1 , wherein said first and second directions are directed towards each other.
4. The engine of claim 1 , wherein said first and second pistons travel along a common axis.
5. The engine of claim 1 , wherein said first piston drives a first crankshaft and said second piston drives a second crankshaft.
6. The engine of claim 5 , wherein said first piston and said second piston are disposed between said crankshafts.
7-11. (canceled)
12. The engine of claim 1 , wherein said piston surfaces facing said combustion chambers have inclined sections to create a vortex flow within said combustion chambers.
13. The engine of claim 1 , wherein said combustion chambers constitute a single cylinder.
14. The engine of claim 13 , wherein said pistons are built integrally with each other.
15. The engine of claim 1 , wherein said combustion chambers constitute separate cylinders.
16. The engine of claim 15 , wherein said pistons are coupled to each other by means of a connecting shaft.
17. The engine of claim 1 , wherein said member comprising teeth is disposed on a connecting shaft.
18. The engine of claim 2 , wherein said pistons each comprise a piston extension, said piston extensions each extending through one of said combustion chambers and each being coupled with a connection rod, each connection rod being coupled with one of said crankshafts.
19. The engine of claim 18 , wherein said piston extensions and said connection rods are coupled to each other by means of a ball and socket bearing.
20. The combustion engine of claim 18 , wherein said member is disposed on at least one of said piston extensions.
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/260,372 US7240645B2 (en) | 2005-10-28 | 2005-10-28 | Internal combustion engine |
CN2006800398648A CN101321927B (en) | 2005-10-28 | 2006-10-23 | Internal combustion engine |
DE112006003005T DE112006003005B4 (en) | 2005-10-28 | 2006-10-23 | internal combustion engine |
PCT/US2006/041326 WO2007053351A2 (en) | 2005-10-28 | 2006-10-23 | Internal combustion engine |
US11/724,166 US7380527B2 (en) | 2005-10-28 | 2007-03-15 | Internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/260,372 US7240645B2 (en) | 2005-10-28 | 2005-10-28 | Internal combustion engine |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/724,166 Continuation US7380527B2 (en) | 2005-10-28 | 2007-03-15 | Internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
US20070095309A1 true US20070095309A1 (en) | 2007-05-03 |
US7240645B2 US7240645B2 (en) | 2007-07-10 |
Family
ID=37994651
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/260,372 Active US7240645B2 (en) | 2005-10-28 | 2005-10-28 | Internal combustion engine |
US11/724,166 Active US7380527B2 (en) | 2005-10-28 | 2007-03-15 | Internal combustion engine |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/724,166 Active US7380527B2 (en) | 2005-10-28 | 2007-03-15 | Internal combustion engine |
Country Status (4)
Country | Link |
---|---|
US (2) | US7240645B2 (en) |
CN (1) | CN101321927B (en) |
DE (1) | DE112006003005B4 (en) |
WO (1) | WO2007053351A2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11085297B1 (en) * | 2016-02-24 | 2021-08-10 | Enginuity Power Systems, Inc | Opposed piston engine and elements thereof |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7240645B2 (en) * | 2005-10-28 | 2007-07-10 | Reisser Heinz-Gustav A | Internal combustion engine |
US7650873B2 (en) * | 2006-07-05 | 2010-01-26 | Advanced Propulsion Technologies, Inc. | Spark ignition and fuel injector system for an internal combustion engine |
DE102009010766A1 (en) | 2009-02-26 | 2010-12-16 | Hyon Engineering Gmbh | Environmentally-friendly, highly-supercharged two-stroke engine, includes slotted cylinder head covered internally with membrane to form air inlet valve |
US8919322B2 (en) | 2010-03-30 | 2014-12-30 | Stephen Lee Cunningham | Oscillating piston engine |
WO2012013169A1 (en) | 2010-07-29 | 2012-02-02 | Hyon Engineering Gmbh | Environmentally friendly internal combustion engine having a pneumatic valve |
US9869272B1 (en) | 2011-04-20 | 2018-01-16 | Martin A. Stuart | Performance of a transcritical or supercritical CO2 Rankin cycle engine |
JP2014533325A (en) | 2011-11-15 | 2014-12-11 | ティコナ・エルエルシー | Low naphthenic liquid crystal polymer composition |
TWI534253B (en) | 2011-11-15 | 2016-05-21 | 堤康那責任有限公司 | Naphthenic-rich liquid crystalline polymer composition with improved flammability performance |
TWI577092B (en) | 2011-11-15 | 2017-04-01 | 堤康那責任有限公司 | Fine pitch electrical connector and a thermoplastic composition for use therein |
KR101996106B1 (en) | 2011-11-15 | 2019-07-03 | 티코나 엘엘씨 | Low naphthenic liquid crystalline polymer composition for use in molded parts of a small dimensional tolerance |
WO2013074469A1 (en) | 2011-11-15 | 2013-05-23 | Ticona Llc | Compact camera module |
IN2014DN08504A (en) | 2012-04-18 | 2015-05-15 | Martin A Stuart | |
CN103195628A (en) * | 2013-04-10 | 2013-07-10 | 优华劳斯汽车系统(上海)有限公司 | Internal combustion engine ignition system |
DE102013019547A1 (en) * | 2013-12-05 | 2015-06-11 | Sergej Neumüller | POWER COMBUSTION MACHINE ROTATING BALL WITH SEVERAL STAGE BURNER CHAMBERS WITH A OWN COMPRESSOR, A VACUUM COOLING SYSTEM WITH TWO DRIVES (PIPE; SHAFT) |
US9540725B2 (en) | 2014-05-14 | 2017-01-10 | Tel Epion Inc. | Method and apparatus for beam deflection in a gas cluster ion beam system |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1290496A (en) * | 1918-01-24 | 1919-01-07 | Wyatt Boyd | Gas-engine. |
US1613136A (en) * | 1925-06-11 | 1927-01-04 | Schuyler Schieffelin | Internal-combustion motor. |
US5517952A (en) * | 1995-03-16 | 1996-05-21 | Wielenga; Thomas J. | Rotating shuttle engines with integral valving |
US5979399A (en) * | 1997-08-28 | 1999-11-09 | Avl List Gmbh | Internal combustion engine with spark ignition |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1572068A (en) * | 1921-08-31 | 1926-02-09 | Advanced Engine Co Inc | Engine |
CA929818A (en) * | 1971-03-31 | 1973-07-10 | Striegl George | Engine power unit |
US3757748A (en) * | 1972-01-17 | 1973-09-11 | J Arney | Rotating combustion engine |
US3893433A (en) * | 1973-07-02 | 1975-07-08 | Resonance Motors Inc | Rotary engine with rotating cylinders |
DE3118452A1 (en) * | 1981-05-09 | 1982-12-02 | E.D. Dr. 7562 Gernsbach Voigt | COMBUSTION ENGINE |
US6125819A (en) * | 1995-08-08 | 2000-10-03 | Strieber; Louis Charles | Rotating piston engine with variable effective compression stroke |
DE19738375C2 (en) * | 1997-09-03 | 1999-07-08 | Toni Sutor | Two-stroke free-piston motor-operated linear current generator |
SE508624C2 (en) * | 1997-10-20 | 1998-10-19 | Hans Karlsson | TWO-STROKE ENGINE |
SE519775C2 (en) * | 1998-05-14 | 2003-04-08 | Volvo Car Corp | Internal combustion engine |
JP4138669B2 (en) * | 2002-03-15 | 2008-08-27 | アドバンスド プロパルジョン テクノロジーズ インク | Power cell driven by internal combustion engine |
DK1355053T3 (en) * | 2002-04-19 | 2004-03-29 | Herbert Dr H C Huettlin | The rotary piston engine |
US6758170B1 (en) * | 2002-12-18 | 2004-07-06 | Sean Walden | Multi-cycle trainable piston engine |
US7240645B2 (en) * | 2005-10-28 | 2007-07-10 | Reisser Heinz-Gustav A | Internal combustion engine |
-
2005
- 2005-10-28 US US11/260,372 patent/US7240645B2/en active Active
-
2006
- 2006-10-23 WO PCT/US2006/041326 patent/WO2007053351A2/en active Application Filing
- 2006-10-23 DE DE112006003005T patent/DE112006003005B4/en active Active
- 2006-10-23 CN CN2006800398648A patent/CN101321927B/en active Active
-
2007
- 2007-03-15 US US11/724,166 patent/US7380527B2/en active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1290496A (en) * | 1918-01-24 | 1919-01-07 | Wyatt Boyd | Gas-engine. |
US1613136A (en) * | 1925-06-11 | 1927-01-04 | Schuyler Schieffelin | Internal-combustion motor. |
US5517952A (en) * | 1995-03-16 | 1996-05-21 | Wielenga; Thomas J. | Rotating shuttle engines with integral valving |
US5979399A (en) * | 1997-08-28 | 1999-11-09 | Avl List Gmbh | Internal combustion engine with spark ignition |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11085297B1 (en) * | 2016-02-24 | 2021-08-10 | Enginuity Power Systems, Inc | Opposed piston engine and elements thereof |
Also Published As
Publication number | Publication date |
---|---|
WO2007053351A3 (en) | 2007-09-20 |
US20070169727A1 (en) | 2007-07-26 |
US7380527B2 (en) | 2008-06-03 |
CN101321927B (en) | 2011-07-06 |
CN101321927A (en) | 2008-12-10 |
US7240645B2 (en) | 2007-07-10 |
WO2007053351A2 (en) | 2007-05-10 |
DE112006003005T5 (en) | 2008-10-23 |
DE112006003005B4 (en) | 2013-05-23 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7240645B2 (en) | Internal combustion engine | |
KR101318114B1 (en) | Rotary piston internal combustion engine | |
US7415962B2 (en) | Internal combustion engine | |
US7909012B2 (en) | Pulling rod engine | |
US7600490B2 (en) | Internal combustion engine | |
JP2019011761A (en) | Internal combustion engine | |
EP2536932B1 (en) | Two-stroke engine with low consumption and low emissions | |
US7780425B2 (en) | Piston compressor | |
CN101205812A (en) | Four-piston cylinder engine | |
CA2288473C (en) | Internal combustion cylinder engine | |
US20060059907A1 (en) | Crankshaftless internal combustion engine | |
CN100436778C (en) | Reciprocating internal combustion engine | |
US7621254B2 (en) | Internal combustion engine with toroidal cylinders | |
US20060219193A1 (en) | Optimized linear engine | |
US7739998B2 (en) | Engine having axially opposed cylinders | |
WO2005008042A1 (en) | Optimized linear engine | |
US11371424B1 (en) | Piston external pin boss, longer combustion time, and power control valve | |
CN2416232Y (en) | Four stroke engine | |
RU2483216C1 (en) | Semigear-and-rack piston machine | |
RU2161713C2 (en) | Engine | |
KR200389358Y1 (en) | double acting engine | |
KR19980013598A (en) | Double acting engine | |
WO2019211371A1 (en) | Engine with cooperating pistons based on a two-stroke cycle | |
CZ2012860A3 (en) | Internal combustion engine | |
CZ292392A3 (en) | Two-stroke internal combustion engine with rotating pistons |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
FPAY | Fee payment |
Year of fee payment: 4 |
|
FPAY | Fee payment |
Year of fee payment: 8 |
|
MAFP | Maintenance fee payment |
Free format text: PAYMENT OF MAINTENANCE FEE, 12TH YR, SMALL ENTITY (ORIGINAL EVENT CODE: M2553); ENTITY STATUS OF PATENT OWNER: SMALL ENTITY Year of fee payment: 12 |